Locomotive booster cylinder cock controlling mechanism



Patented Sept. 8, 1931 UNITED STATES PATENT OFFICE GEORGE H. ZOUCK, 0F ORANGE, NEW JERSEY, ASSIGNOR TO FRANKLIN RAILWAY SUPPLY COMPANY, OF NEW YORK, N; Y., A CORPORATION OF DELAWARE LOCOMOTIVE BOOSTER CSTILINIHiCR, COCK CONTROLLING MECHANISM Application filed October 15 1930. Serial No. 488,730.

. This invention relates to locomotive booster motors and particularly to the controlling mechanism therefor, with especial reference to those portions of the controlling mechanism which have to do with the proper functioning of the booster cylinder cocks.

As is now well known in this art the cylinder cocks on the locomotive booster cylinders are controlled by means of a device which normally functions to hold them in open position for a short period of time after the booster is placed into operation, so that the cylinders may be cleared of condensation which has a tendency to accumulate in unusually large quantities because of the necessarily exposed location of the booster, the

length of the steam supply pipes, etc. A fluid actuated motor device has been provided which normally holds the cooks in open position, but which can be disabled or moved out of holding position by supplying the device with fluid pressure, generally air pressure taken from the air reservoir on the locomotive.

The air reaches this motor device through the usual booster controlling system and the delay in permitting the cooks to close has been provided for by means of a timing reservoir in the line which supplies the air to the motor device in question. The reservoir has been fed through a restricted'orifice so that an appreciable time element intervenes before the reservoir fills with pressure and the cylin der cocks close.

Due to certain practical difficulties met with in operation the delay or time element intervening before the cylinder cocks close is sometimes of uncertain duration because, as wear occurs, for example, the operation tends to become somewhat less uniform, and a delay which is longer than necessary, while not especially harmful, is wasteful of steam.

With the foregoing in mind, the objects of the invention will be better understood and these may be said to include the provision of an improved cylinder cock controlling mechanism by means of which it is possible to insure positive closure of the cylinder cocks within a reasonably fixed period of time; the provision of a mechanism of the character described in which only a small portion of the fluid pressure system is fed through a restricted orifice so that the detrimental effect of leakage is reduced to a minimum; the provision of such a mechanism which is of greatly simplified construction and the parts of which can be more easily and cheaply manufactured and fitted; and the provision of mechanism of this kind by means of which a full and free flow of fluid may" -be del1vered to the actuating device so that uniform and fully effective operation thereof may result without the necessity of exercising more than ordinary or customary care in manufacture and maintenance.

How the foregoing objects, together with any other objects which may appear hereinafter, or are incident to this invention, are

attained is disclosed in a preferred form in.

the accompanying drawings, wherein Fig. 1 is a diagrammatical representation of a booster controlling system;

Fig. 2 is a longitudinal section through a valve mechanism employed in my invention; and

Fig. 3 is an enlarged sectional view of the cylinder cock operating mechanism.

The booster controlling system as a whol is now well understood in this art and most of the parts, therefore, in Fig. 1 have not been illustrated in detail, since it is believed to be unnecessaryin connection with the present disclosure. However, reference may be had, if desired, to the patent to Lye and Ferrier,

No. 1,727,125, issued September 3, 1929, which illustrates a booster controlling mechanism including cylinder cock operating mechanism substantially the same as that employed in the present arrangement. Reference may also be had to Peters Reissue Patent No.

voir (not shown) through the pipe 3'whic-h' leads to the well known reverse lever pilot valve construction 4 which is under the control of the locomotive reverse lever 5.

In certain predetermined positions, through the medium of the bell crank lever 6, the reverse lever 5 will depress the plunger 7 in the reverse lever pilot valve4 so that the air pressure coming in through the pipe 3 can continue on through the pipe 8 to the booster 9.

If it is desired to idle the booster prior to entraining it as a driving factor in the man ner well understood inthe artythe handle 10 can be turned to establish communication between the pipe 3 and the pipe 11, thelatter pipe leading to the preliminary throttle valve 12. When this preliminary throttle valve is opened steam will be admitted through the pipe 13 to the booster; steam supply line 14. The steam so admitted is restricted in amount by means of t'hechoke 15 so that the booster will beoperated at comparatively slow speeds or idled until such time as it is desiredto throw it into operation.

The air pressure reaching the booster "9 through the pipe 8 will firste'liect entrainment by moving theidler :gear 16-into mesh with the gear 17 fixed on the axle 1,8, the idler gear 16, of course, being at all times in mesh withthe driving pinion 19 which is rotated by the booster cylinders 20. After entrainment'is effected-the air will: continue on through thepipe 21 toth'ecustomary pilot valve 22, as well as 'tothe main throttle valve 23 located in the booster steam supply pipe 14. lVhen the 'main throttle valve '23 is opened steam will be delivered tothe booster in operating quantities, the pipe 14 being connected either to the main steam: pipes of the locomotive (not shown)- orto someother suitable source of supply on the locomotive boiler.

As soon as suflicient pressure isdeveloped in the pipe 14 the pilot valve 22 will function to permit the air coming in through the pipe 21 to pass on through the pipe '24 whichleads to the cylinder cock controlling mechanism with which we are particularly concernedin the present application.

In the pipe 24- is located a valve mechanism indicated as a whole'by the a reference character 25 (see particularly Fig. 2). This valve includes the movable closuremember 26 which is held against'the valve seat'27 by means of the spring-.28. A 431111296X- tends outwardly:away from the member 26 and has its remote end secured 'to a diaphragmBO adaptedto be acted upon. by fluid pressure in the timing reservoir 31.

In the absence of pressure in. the reservoir 31 the diaphragm 30 will be upwardly bowed as shown in Fig. 2 :and: the" valve. 26 will be tightly closed so as toprevent-the-flow of pressure through the pipe .24.

point in the lDG'CllElIllSHl.

appearing in 'Fig. 2.

This .air pressure Will be delivered to the cylinder cock controlllng mechanism indicated as a whole by the reference character 34; the-construction and operation of which are i as .iollows The booster cylinders 20 are provided with cylinder cocks 36, the ball valves 37 of which are normally held away fronmtheir seats by .means of tlieplunger rods 38 which are coupied tothe operating spider 39 normally subject to'thepressureoi the spring 40 through the mediumof the piston 41 and rod 42. Therspring 40i acting against the piston 41 forces it toithe right and moves with it the 'member39 which, in turn, aetuates the rods 38 to holdtheiballs 37 away-from their seats.

lnthis 'Way the cylinder cocks are always normally in open position. lVhenever the booster is throwninto operation or begins to function,the cylinder cocks will always be found in open-position so that any water of condensationimay be driv n out. in this way there is iiomlallger of blowing out the cylinder heads of the booster.

After the. desired press Fire. has been created 1n the reservo1r 31, the air coming in through the pipe 24 will move the piston 41 and its operating rod 42 to? the left so that the spider 39 will withdraw or retract the rods 38 from thepositionin which they hold the balls 37 away from their seats. The cylinder cocks will then close underthe influence.oii-the'pressure in. the booster CXllHClQlS 1n the manner well understood in this .art.

It wlll, therefore,.be seen thatI hare-provided an arrangement which is. always positive inits actionhand thc operation ofwhich -Wlll in nofway beai lectedby slight leakage around t'l'ieoperating piston 41 or at any other Heretoitore vthe amount of air which it waspossible to pass through the restricted orifice 33 was frequently dissipated by leakage for a considerable period of: time before a sullicient pressure was built up in thetin'iing reservoirto cli'oct operation of the piston 41.

But Withmy improvements this diiliculty .does not arisebecauseonce the va-lvcQG is opened the'iiull' amount of the pressure available-is immediately delivered to the face of 37 to seat and thereby close the cylinder cocks. Operating in this way slight leakages will have substantially no effect upon the amount of delay or time involved in closing the cylinder cocks.

Furthermore, with my improvements it is not necessary to fit the operating piston 41 with piston rings because a slight leakage of air will not materially affect prompt operation thereof in view of the full and free flow of air which is supplied through the pipe 24 just as soon as the valve 26 is opened.

hat I claim is 1. The combination of a locomotive booster motor, a cylinder cock, fluid pressure actuated means for controlling said cook, a fluid supply line, a timing reservoir connected to said line, a valve normally closing the fluid pressure supply line to the cock, and means for opening said valve when the pressure in the reservoir builds up to a predetermined point.

2. The combination of a locomotive booster motor, a cylinder cock, fluid pressure actuated means for controlling said cook, a fluid supply line, a timing reservoir connected to said line, a restricted orifice in said reservoir connection, a valve normally closing the fluid pressure supply line to the cock, and means for opening said valve when the pressure in the reservoir builds up to a predetermined point.

3. A controlling mechanism for a locomotive booster cylinder cock characterized by the fact that closure of the cock is under the control of a fluid actuated motor device the fluid pressure supply line for which is normally closed but which will be opened upon the accumulation of a predetermined fluid pressure in a timing reservoir connected to said supply line.-

4:. The combination of a locomotive booster motor, a cylinder cock, fluid pressure actuated means for controlling said cook, a fluid supply line, a valve normally closing said line, a fluid actuated motor device for opening said valve, said device being connected to said line, and means for delaying the supply of efi'ective operating pressure through said line to said device.

5. In a timing device for controlling the closure of a boostercylinder cook, the combination of a pipe line, a reservoir, a restricted opening leading to the reservoir, a pipe line by-passing the reservoir and a valve communicating with the reservoir, said valve normally shutting off the by-pass but operable upon accumulation of a pre-determined pressure in the reservoir to permit full flow through the by-pass.

In testimony whereof I have hereunto signed my name.

GEORGE E. ZOUGK. 

